Air-brake quick emergency control system



March 16 1926. I 1,577,424

H. SCHMARGE AIR BRAKE QUICK EMERGENCY CONTROL SYSTEM Filed m 12, 1925 2 Shets-Sheet 1 ENG/IVE ma 70 MAIN I956 March 16 1926. I

H. SCHMARGE AIR BRAKE QUICK EMERGENCY CONTROL SYSTEM Filed Sept.

2 Sheets-Sheet 2 Patented Mar. 16, 1926.

units stares Aren't HENRY SGHMARGE, OF BELEN, NEW MEXICO.

AIR-BRAI E QUICK EMERGENCY CONTROL Application filed September 12, 1925. fierial No. 56,037.

My invention relates broadly to air brake systems and more particularly to a quick emergency control system for air brakes.

One of the objects of my invention is to provide an air brake system wherein the service operation and the emergency operation of the air brake are independent of each other and wherein undesired emergency action can be eliminated for the elimination of kickers and the inherent destructive results thereof to equipment and hauling.

Another object of my invention is to provide a positive quick action control system for air brakes whereby quick emergency operation of the system can be assured at all times.

Still another object of my invention is to provide a valve system for air brake in stallations by which local reduction of pres sure by propagation at each triple valve may be rapidly secured for permitting the triple valve to move to emergency position.

A further object of my invention is to provide a construction of quick action valve system which may be applied toair brake equipi'nent for eliminating undesired emergency action of triple valves but permitting.

quick action without inertia or delay when such quick action is required.

My invention relates more jiarlicularly to an air brake system of the kind forth in Letters Patent 1,541,663 granted to me June 9, 1925, and as shown in my copending ap plication Serial No. 32,769, filed May 25,

1925. In this air brake system I provide an auxiliary pipe line which parallels the main pipe line and through which pressure is normally introducedfrom a suitable pressure source such as the usual air con'ipressor for operating auxiliary mechanism attached to the triple valve for preventing undesired emergency action thereof. \Vhen emergency action of the triple valve is desired the pressure in the auxiliary pipe line is reduced by valve mechanism located adjacent or forming a part of the engineers valve which controls the main pipe line. It is necessary that the pressure in the auxiliary pipe line be rapidly reduced to permit movement of the triple valve to emergency position. By my present invention I provide a valve mechanism wherein local reduction of pres sure by propagation is instantly insured.

upon release of pressure in the auxiliary pipe line, permitting free travel of the triple valve to emergency position without delay.

My invention will be more clearly understood from the following specification by reference to the accompanying drawings, in which:

Figure 1 is a diagrammatic view illustrating the arrangement of an air brake system equipped with the valve mechanism of my invention; Fig. 2 is a cross-sectional view through the quick action emergency control valve mechanism and showing the arrangement thereof in relation to the restricting cylinder on the triple valve where the parts of the valve mechanism are shown in position Where pressure has been reduced and the triple valve is free to move into emergency position; Fig. 3 is a cross-sectional view through the valve mechanism illus trated in Fig; 2 where the valve parts are shown in closed position and the triple valve prevented from moving to emergency position; and Fig. 4 is a cross sectional view taken through the quick, action emergency control valve structure on line 4-lof Fig. 2.

Referring to the drawings in more detail, reference character 1 designates the triple valve of an air brake system to which is secured a restricting cylinder 2- by means of flanges 3. Reservoirs 1- and 5 are employciil in conjunction with the triple valve mechainism. The main pipe line 6 connects through pipe line 21 with the triple valve 1 and extends from car to car in the train with couplings 7, 8 and 14: interconnecting the pipe lines to the several cars. The pipe line 9 in the engine cab has riser 10 extending therefrom to which the engincefsvalve 11 is connected for controlling the operation of the air brake system. The main pipe line 6 may be provided with risers 1.2 on the various cars and suitable conductor alves 15 as is usual in air brake practice. I pro vide an auxiliary pipe line 16 which parat lels the main pipe line (3 and connects through variable couplings 17 and 18 with riser 19 in the engine cab to which is con nected the auxiliary valve 20 adjacent the engineers valve. The restricting cylinder 2 is supplied with pressure from the auniliary pipe line 16 through pipe line 22, (puck emergency control valves and pipe line 26. lleservoir 24: is provided and connected with the valve mechanism 23 through pipe line 25 for securing quick action in the local reduction in pressure in the auxiliary nip line 16, by local propagation as will be hereina'l'ter described in more detail.

The improved valve structure by wnich quick emergency operation of the triple valve is insured is more clearly shown in Figs. 2 and 3 where a main casting provides separate control cylinders 27, 28, 29, 30, 5r l 32. A slide valve 2-37 reciprocated by piston rod 34: and held in position by means of lug members on the piston rod between the operating; piston 35 and the obstruction piston l0. The slide valve is under-cut forming an extended cavity arranged to govern ports 38 leading to the atmosphere as more clearly shown in the sectional view in Fig. l: and port 39 leading; to cylinder 80 wherein operating piston reciprocates. The slide val 'e 3'? has a bridge portion which may close port 39 with respect to port 38 as indicated in Fig. 2, or may open port 89 with respect to port leading to the atmosphere as represented in Fig. 3. A piston rod connected to operating piston 46 carries a small piston 49 and a slide valve 50 positioned between guide lugs 52 and arranged to cooperate with port 51 in one side of cylinder The piston 49 is tapered to make firm contact with a ground joint e8 in the wall of cy inder 31. The piston 4-9 may be suitably packed to insure a firm and solid oint. The piston rod 15 carrying the slide valve 50 and pistons 46 and i9 thereon is moved in one direction under pressure and in the oppo site direction by spring 47. A feed groove 41 is provided in the upper wall of cylinder 2.) cooperating with piston member 4:0 for enabling the air from the auxiliary pipe line 16 to feed through pipe line 222 and charge the reciproralungr cylinder 2, in

cylinder 30 there is pr vided a ilced groove (ll, the size of which depends upon the length oi time the slide valve 530 lQl' uins open, for when the pressure becomes built up in back of piston hi the spring ell will move the piston 51-6 back to the beginning ol its stroke and at the same time seat piston all) in scat 48 and close the exhaust port Si by unions of slide valve 50. The rest-ric ,iup; cylinder 2 is secured lo the triple valve l by m urns of coupling plate 2- and contains a piston 55 therein with an extended head fill ll crcon which is moved to a position lo obstruct the travel of the piston of the triple valve by charging restricting cylinder 2 with air under pressure for preventing movement of the piston in the triple valve to emergency position. will be observed that the valve structure and res-drilling; il ind r construction as described herein be applied to standard air brake equi'nn' for controlling the operation of the valve. The moven'ient of the triple to emergency position at uni'lesired may cause side sweeping of the r the buckling of two or more cars age and destruction to equipment one ing, delays to trains and danger to tr operating on double tracks. The appara will permit the emergency application at the brakes at times only when such emer gency action may be desired and often. a later emergency application may prevent an accident when at first such emergency application might not be considered necessary. Vfith present freight train brakes now available, no emergency application of time;

the brakes can be had after the triple is moved to service position. The valve system herein described may be adapted to present brake equipment for the reason that it is only necessary to secure restrict ng cylinder 2 in position in lieu of the triple val ve cylinder head. The piston 55 lits against a ground joint or shoulder (33 within the restricting cylinder 2 and is provided with a gasket 57 at the opposite side thereof for making a tight joint with respect to the triple valve cylinder when the piston is moved to the position shown in Fig. 3. Graduating stem 53 fits into socket ill which is secured to the rear of piston with respect to which piston 54") may reciprocate against the pressure ol: the graduatiiug spring 59. An abutment 60 is seemed to the graduating ste1n 53 adjacent the end portion 61 which fits into a socket 61, in the cylinder head. The pipe line 26 interconnects the restricting cylinder with the emergency control valve 23. The control alve 23 has a feed groove 65 in one wall of the cylinder portion 27 which normally pin-mils air from the pipe line 22 to feed past the operating piston 35 through cylinder 2?; and charge the reservoir 9 through pipe line and then feed through 'lced groovo ilzl past obstruction piston ell) for charging the restricting cylinder 2 as represented clearly in Fig. 3. in the charging position illustrated in Fig. 3-3 the air pressure is oll'cctivcly a iplied against piston 55 stored in reservoir 2i preventing the triple valve iron. moving to emergency position bv rca m oi the obslrmrliou oli'ercd bv the civlens-on 5 3 on piston 51:).

lVhcn the auxiliary valve Ell) is actuuled to enable the triple valve to move to cover-- grency position, pressure is released in pipe line below the normal pressure in rescuvoir 2d. The local pressure in reservoir 21- is then propagated to pipe line 25 and acts against piston forcing piston rod 34 to the left to a position represented in Fi 2 moving slide valve 13 to open port ll tothe atn'losphere and releasing air from restricting cylinder 2. Port 39 is simultaneously uncovered by movement of slide valve 37 as represented in Fig. 2, admitting air under pressure to cylinder from reservoir 24 and moving piston l6 against the action of spring 47, moving piston 49 from its seat 48, and uncovering port 51 by movement otslide valve 50, whereupon pressure in pipe line 22 is still further reduced with extreme rapidity. In this manner pressure is instantly reduced in pipe lines 22 and 26 by simultaneously uncovering ports connected with each of these lines. The feed groove 64 in the cylinder 230 permits air to feed past piston 46 during the time that slide valve 50 uncovers port 51 and as soon as the pressure equalizes on both sides of piston L6 the spring 47 forces the valve 50 closed and the system may be recharged by pressure being built up in the auxiliary pipe line 16 through pipe line 22.

It will be observed that the system herein described permits the reduction in pressure in the restricting cylinder which is dependent only upon pipe friction which is substantially negligible. I

While I have described my invention in certain preferred embodiments, I desire that it be understood that modifications may be made and that I intend no limitations upon the invention other than those imposed by the scope of the appended claims.

What I claim and desire to secure by Letters Patent of the United States is as follows 1. An air brake system comprising in combination a triple valve, a main pipe line for supplying air under pressure to said triple valve, means secured to said triple valve for preventing undesired emergency operation thereof, an auxiliray pipe line for supplying air under pressure to said means and a double acting valve interposed between said means and said auxiliary pipe line for securing local reduction in pressure in said means and in said auxiliary pipe line by propagation immediately upon positive reduction in pressure in said auxiliary pipe line for permitting emergency operation of said triple valve.

2. An air brake system comprising in com bination a triple valve, a main pipe line for supplying air under pressure to said triple valve, :1. restricting cylinder secured to said triple valve and having means therein for preventing undesired quick action of said triple valve, an auxiliary pipe line and a double acting valve interposed between said auxiliary pipe line and said restricting cylinder for controlling the supply of air under pressure to said restricting cylinder and having means whereby the air pressure in said restricting cylinder and said auxiliary pipe line may be locally reduced immediately upon reduction in pressure in said auxiliary pipe line. 1

An 'air brake system comprising in combination a triple valve, a main pipe line for supplying air under pressure to said triple valve, a restricting cylinder secured to said triple valve, an operating piston therein for preventing undesired emergency action otsaid triple valve, an auxiliary pipe line for supplying air under pressure to said restricting cylinder for controlling the movement of said operating piston, and a compound valve interposed between said auxiliary pipe line and said restricting cylinder and having means for reducing the pres sure in both said auxiliary pipe line and said restrictingcylinder simultaneously by local propagation upon reduction in pressure in said auxiliary pipe line.

l. An air brake system comprising in combination a triple valve, a main pipe line for supplying air under pressure to said triple valve, a restricting cylinder secured to said triple valve, an operating piston therein for preventing undesired emergency action of said triple valve, an auxiliary pipe line for supplying air under pressure to said restricting cylinder for controlling the movement of said operating piston, a local reservoir arranged to be charged With air from said auxiliary pipe line and a 'compound valve mechanism interposed between said auxiliary reservoir and said aux iliary pipe line and said restricting cylinder and arranged to reduce the pressure in both said auxiliary pipe line and said res ricting cylinder by local propagation from said reservoir immediately upon reduction in pressure in said auxiliary pipe line.

5. An air brake system comprising in combination a triple valve, a main pipe line for supplying air under pressure to said. triple valve, a restricting cylinder secured to said triple valve, an operating piston therein for preventing undesired emergency act-ion of said triple valve, an auxiliary pipe line for supplying air under pressure to said restricting cylinder for controlling the movement of said operating piston, a feed pipe connected with said auxiliary pipe line, and means interposed between said feed. pipe and said restricting cylinder for releasing the air under pressure at points adjacent the restricting cylinder and the connection of said feed pipe with said auxiliary pipe line iu'imediately upon reduction in pressure in said auxiliary pipe line for permitting said triple valve to move to emergency position. v

6. An air brake system comprising in combination a triple valve, a mainpipe line for supplying air under pressure to said triple valve, an operating piston thereinfor preventing undesired emergency action 0t said tr ple valve, an auxlliary pipe line for supplying: air under pressure to said lQStlTlCtiIlQ cylinder for controlling the movement of said operating piston a feed pipe connected With said auxiliary pipe line and a valve mechanism interposed between said feed pipe and said restricting cylinder, said valve mechanism including a pair of cylinders arranged adjacent each other, independent piston rods arranged therein With pistons and slide valves carried thereon, one of said piston rods being slidahle upon reduction in pressure in said auxiliary pipe line for effecting a corresponding movement of said other piston rod for reducing air pressure in said feed pipe and. in said restricting cylinder for enabling said triple Valve to move to emergency position.

In testimony whereof I eflix my signatnre.

HENRY SCHMARGE. 

